747 - QOTSII Engine-Start COLD and DARK procedures

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For all no time have to read the MANUEL`s


(Short Version from PMDG_747-400_QOTSII_FSX_Tutorial_1.pdf)


1.       Overhead BATTERY switch ---> (ON)

2.       BATTERY switch guard ---> closed (ON)

3.       STANDBY POWER selector ---> (Auto)

4.       Start APU two clicks ---> (ON)                                    monitor the APU startup on the STAT page of the EICAS.

5.       Connect Overhead APU Generators switches when illuminate


6.       Turn the three IRS Mode selectors ---> (NAV)

Press LSK 4R to copy the aircraft’s current GPS position into the scratchpad, then line select it into the SET IRS POS field below
at LSK 5R

Attention          COM-RADIO MIC and SELECT-LIGHT ---> ON  (for Clearance PRO-ATC/X)

7.    At this point, continue with the FMC setup         PAX - FUEL - FLIGHTPLAN ect.

8.       Close the guard on the EMERGENCY LIGHTS switch ---> (ARM)

9.       Set Pedestal SEAT BELTS selector and NO SMOKING ---> (ON/AUTO) 

10.   If more than 127000 lbs of Fuel on board turn the two X-FEED VALVE switches ---> (ON)

11.   Rotate all three PACK selectors ---> (NORM)

12.   At this point set up the MCP

13.   Test OXYGEN System by pressing the slider down        located on the left wall

14.   Set AUTOBRAKE ---> (RTO)                   Run the PREFLIGHT checklist from the QRH book.

15.   CDU DOORS pages Close and Arm any entry and cargo doors


16.   Hydraulic PUMP 4  ---> (AUX)

17.   Hydraulic PUMP 1,2,3 ---> (AUTO)

18.   Turn ON all FUEL PUMPS for tanks that have fuel

19.   BEACON light switch ---> (ON)                   Run the BEFORE START checklist from the QRH.


17.   On the CDU, press MENU, then FS ACTIONS, then PUSHBACK at LSK 4L…….

18.   Rotate all three PACK selectors ---> (OFF)        This is done to give the engines enough bleed air to start

19.   Press the lower EICAS control panel ENG button to select the secondary Engine display on the lower EICAS. We need this to see the N2 values during the start.

20.   Pull the black cylindrical overhead Start switches for both Engines 3 and 4. White lights illuminate at the ends of the switches to indicate the start process is in progress.

21.   Pan down to the pedestal and lower EICAS. Turn the Engines 3 and 4 fuel control levers to RUN with a left click once N2 has reached 25%.

20.   The engines will accelerate and stabilize. As soon as you hear a solenoid click sound and the two START selectors move back to their unpulled position with lights extinguished,    repeat the procedure for Engines 1 and 2


21.   Rotate the APU selector ---> (OFF)

22.   Hydraulic PUMP 4  ---> (AUTO)

23.    Rotate all three PACK selectors ---> (NORM)

24.   Set the FLAPS to the selected takeoff setting (usually 10 or 20)

25.   Check the flight controls using the STAT page of the lower EICAS

26.   Press STAT again to blank the lower EICAS and Check your Equipment (Joystick)

27.   Set the IGNITION switch ---> (ON)

28.   Set the Transponder to TA/RA if at an ASDE equipped airport  Run the BEFORE TAXI checklist from the QRH


1.       Advance the Throttles to approximately 50% N1

2.        Press TO/GA                     don’t use the MCP A/T button, it takes half a second or so to "capture

3.    If TO/GA is not selected prior to 50 knots, AT operation will be inhibited until 400 feet. In this case, the throttles will only move manually until that point

4.       Wait until you see THR REF annunciated on the FMA

5.       Push the Throttles fully forward. They are dead now because the AT is active


At high gross weights – particularly those at “hot and high” airports – be prepared for underwhelming performance. Take off rolls will be much longer, and the climb rate will be sluggish, particularly at acceleration altitude when retracting the flaps.

When planning, normal remaining fuel values are much higher than you are used to. A good minimum is at least 30,000 pounds.

If TO/GA is not selected prior to 50 knots, AT operation will be inhibited until 400 feet. In this case, the throttles will only move manually until that point.

When soft disconnecting the AT, the disconnect switches need to be clicked twice with a 1-2 second pause in between to avoid the auto throttle disconnect EICAS message and associated caution.

The APU will run while airborne, but it will not start unless the aircraft is on the ground. There is enough redundancy on the  aircraft that its use while airborne is not required.

Unlike the 777, the transfer of power between the engine generators and the APU is manual. Remember to reach up and transfer the power source from the engines to the APU prior to cutting fuel to the engines. Pilots of the NGX will likely be less prone to forgetting this step.

Don't forget to press the MIC button on the ACP panel (below the radios panel) corresponding to the radio you want to transmit on or no-one will hear you online. Yes, it’s modeled that closely!

There are certain calculations that you perform through the CDU that take a surprising amount of time to complete. A good example is the required trim setting generated by entering the %MAC. Keep in mind that the processing power in this FMC is equivalent to the old Intel 8086 processor. The FMC has been purposefully designed to have the same response times as the real FMC.

GSX will interfere with the PMDG Ground Service vehicles. If you use GSX for parking, be sure to restart couatl before selecting service vehicles.

When taxiing, keep speeds in turns at 12 knots or less to ensure that the body gear steering is active to assist the turn.


Have a good flight and always a also always good landing

Manfred Maier

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Removed a bunch of posts due to heaping amounts of mostly off topic soap boxing.


All the same, I'll address a couple of the points, lest someone want to try and drag that back up:

Quick sheets like this make sense for people who just want the basics without all of the extra info. At the same time, it's reasonable for people to not understand that viewpoint. Our aircraft are study sims. They require a little effort to learn how to get working properly. That will come at either finding a guide, like this thread; actually reading/doing the tutorial (which requires no more effort/time than any other normal sim session, so the point of "no time for those hours" makes no sense at all); or getting some more in-depth training somehow.

So, sure, on one hand, it's not like any real world pilot is forced to learn all of this alone. They're forced to learn because it's their job, so they're guided on that journey. On the other hand, it's a study sim, so you're going to have to learn somehow, and no matter how you do it, it's going to take some time. In this case, however, they weren't forced to purchase the aircraft, so it's not unreasonable to assume that someone's choice to purchase would constitute an understanding that they would need to put in effort.

It would be like buying a book and then posting online saying "hey, I bought this book, but I don't have time to read it - can someone summarize it for me?" You volunteered to purchase a book. Read it. If you didn't have time to read aforementioned book, then you might have been better served by purchasing the Cliff's Notes (a simpler add-on, in this case), or not purchasing it at all.

The excuse that someone "doesn't have time" is a falsehood, simply out of the fact that a sim session requires heaps of time in and of itself. It's simply a justification for not wanting to make a behavior modification. Is that unreasonable? Not entirely. When it comes to flight sim, you're allowed to be as lazy as you'd like. If someone is willing to volunteer to make the summary version, and that fits your needs, then it looks like you have your solution to not wanting to make the efforts on your own. Does that mean that the behavior exists beyond questioning? No.

This is a forum. Putting something out into the public means that, by default, you've engaged in a discussion where your opinions may be questioned. If this bothers you, then don't engage.

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